Sterling <UseLinkToEmail@AutoForumz.com> wrote in
news:1_591444_49c405d7b0139aa14e19737ba6ef7beb@aut oforumz.com:


<x-posted to the other Honda group>

Somebody from there may know what the ECU uses for ignition dwell.

(Note to non-British readers: The Sterling 827 is basically an Accord with
a 2.7L engine.)


<BIG snip>


> The code 15 error is gone. I check for good ground path and check the
> resistance of the spark plug wire set, they are all within the spek,
> it has a new totor and disributer cap. there is no short in in all the
> wire in the ignition circuit. I replaced the coil with a new one and
> still have the same one spark problem. I think as the ignition is
> turned ON the ECU will see the crank angle senor,


The ECU uses the crank angle sensor to determine if the engine is turning
or not. The TDC sensor is used for ignition timing at startup.

You are suggesting that a faulty crank angle sensor may cause dwell time to
be too short. Too short of a dwell time would result in a weak or non-
existent spark. It sounds plausible...but I don't know what the ECU's input
for dwell is, and it does not explain your "one spark" phenomenon.

However, a problem with the CRANK, TDC or CYL sensors circuits are
/supposed/ to set a 4, 8, or 9 error code.



> the crank angle
> sensor wires are directly connected to the ECU. The two wire from the
> disributer also directly connected to the distributer. the 12 volt
> and GND are present at the primery coil and to the igniter, there is
> good continuity between the blue/red wire going from ECU to the
> igniter. there is a single blue wire going between the igniter and the
> primery coil which Idon’t know what it should mesure.


There are two connectors at the igniter besides the white one to the ECU.
Unplug them. Both should have battery voltage with the ignition ON.

You need to be 100% certain that that the ignition switch and battery feeds
to the igniter, and the white wire to the ECU, are sound all the way. Since
you live in Britain, the probability of corrosion somewhewre is very high.

I don't see that you've actually done anything with the igniter itself,
though. Have a read through this page, from a countryman of yours:
http://www.gcw.org.uk/rover/igniter.htm



--
TeGGeR®

The Unofficial Honda/Acura FAQ
www.tegger.com/hondafaq/

 

"TeGGeR®" <tegger@tegger.c0m> wrote in message
news:Xns9661D21DBB6F9tegger@207.14.113.17...
> Sterling <UseLinkToEmail@AutoForumz.com> wrote in
> news:1_591444_49c405d7b0139aa14e19737ba6ef7beb@aut oforumz.com:
>
>
> <x-posted to the other Honda group>
>
> Somebody from there may know what the ECU uses for ignition dwell.
>
> (Note to non-British readers: The Sterling 827 is basically an Accord with
> a 2.7L engine.)
>
I'm just guessing - the ECU likely calculates dwell based on rpm. Old
Kettering ignitions used fixed dwell angle, which meant proportionately
shorter dwell time at higher rpm. There was some hand-wringing about that in
the 60s and 70s. I would expect the ECU to start charging the coil at a time
based on how long since the last firing time and the rpm. But that's a guess
after all. I do know that at start-up the dwell is surprisingly long - if
you look at the ignitor output on the scope it looks like the low (on) time
is about half or more of the high (off) time.

Mike

Mike